2014 Cadillac CTS-V Sedan Sport Premium Review by Carey Russ
+VIDEO

DRIVING DOWN THE ROAD WITH CAREY RUSS

I'm reading the following in the owner's manual, under the heading Track
Events: "Track events and competitive driving may affect the vehicle
warranty. See the warranty manual before using the vehicle for competitive
driving. Caution: If the vehicle is used for track events and competitive
driving, the engine may use more oil than it would in normal use. Check
more often. Check rear axle fluid after every 24 hours of racing or
competitive driving."

This is in the owner's manual of a 2014 Cadillac CTS Vsport. Yes, you
read that right, advice on track events (such as a driver's school or track
day) and racing in a Cadillac manual.

The CTS sedan is all-new for 2014. "All-new" is a seriously overused
term in the auto industry, but it's true here. The chassis platform is no
longer the older "Sigma" used since the CTS's debut in 2002 (model year
2003). It's now a stretched version of the "Alpha" platform that underlies
the smaller ATS. With the introduction of the ATS into the lineup, the CTS
is no longer the smallest Cadillac. With a stretch of an inch or so in
wheelbase and four in length, there is more room inside, especially for
rear passengers. And it goes from "compact" to "midsize" luxury, where it
gets to go up against competition including the BMW 5-Series, Mercedes-Benz
E-Class, and Audi A6. Tough neighborhood.

If my recent time in the line-topping Vsport is any indication, it's the
Germans who should worry. The Vsport is not the CTS-V, which continues
unchanged this year, as was the case with the previous generational change
in model year 2008. Power here is not from a 556-horsepower supercharged
V8, but from a 420-hp twin-turbo V6. Because the V6 is smaller and lighter
than the -V's V8, and the new CTS was developed with a racer's eye toward
weight reduction, the Vsport is several hundred pounds lighter than the -V,
so performance is not much less by the numbers, with even less difference
in street driving. Or at a track event… And to improve both
performance and make some attempt at fuel economy, the transmission is a
multi-mode eight-speed automatic.

Watch The Auto Channel's CTS promo video of the Cadillac CTS

There are other models of 2014 CTS sedan. Entry level gets you a 272-hp
2.0-liter turbo, rear- or all-wheel drive, six-speed automatic. Above that
is the familiar 321-hp naturally-aspirated 3.6-liter V6, the Vsport engine
without enhancements. In rear-drive form it gets the eight-speed; with AWD
the six-speed. Like the CTS-V, the regular CTS coupes and wagons are
unchanged for 2014.

The Vsport is offered in two trim levels, "base" and Premium. Base is in
quotes because it's anything but… Premium adds a host of upgrades
including but not limited to the Luxury Package (tri-zone climate control,
sunshades, illuminated door handles, head-up display and more), the Seating
Package (heated and cooled front seats, heated steering wheel, heated
outside mirrors with puddle lamps, ambient lighting, and more), a larger
programmable gauge cluster adaptive cruise control and pretty much
everything for state of the luxury art comfort and connectivity. Base
starts at $59,995; Premium at $69,070. Add another $925 for the destination
charge, and in the case of my test car, $ 995 for "Black Diamond Tricoat"
paint. Like the power and handling and don't need all the gadgetry? The
"base" model looks to be a very good value for a high-performance
sedan.

In Premium trim, it showcases all of Cadillac's considerable prowess in
luxury appointment and technological goodness -- and that latter not merely
in state-of-the-art infotainment and connectivity, but in the use of
metallurgical and electronic technology in the service of performance and
safety. Fuel economy? Um… entertainment budget, right?

APPEARANCE: Cadillac's distinctive angular lines have softened somewhat,
but are still readily recognizable. The grille is a bit larger and ever so
slightly rounded at its corners, with a prominent display of the
wreath-and-crest logo in the center. Vertical lights have been a Cadillac
trademark for a while, and at the front LED technology allows a distinctive
running light display at the front of the fenders. Strong shoulders and
wheel arches characterize the sides, with vertical taillights
distinguishing the rear, where a chrome garnish bar above the license plate
denotes luxury and twin exhausts poking through the bumper fascia hint at
performance.

COMFORT: Welcome to 21st Century luxury, Cadillac version. The initial
impression is "premium sport luxury", with quality leather seating,
faux-suede (much better than the real thing for this application) surfaces,
and, where the standard sedan has burled wood, carbon-fiber trim. Plus
metal binding around various trim and instrument pieces. The instruments
are programmable displays on a TFT screen, bright and impervious to glare.
Anything that can be power-adjustable is, and all amenities expected in a
premium sport-luxury sedan are found. The CUE display on the center stack
and the touchscreen above it control audio, navigation, and climate
functions. There is a learning curve for the touchpad… The front
seats are wonderfully supportive and comfortable, completely adjustable,
and both heated and cooled. A heatable steering wheel rim is a pleasant
touch on a cool day. The two outboard rear passengers get comfortably
contoured seating with adjustable cushion heat. A deep, wide central tunnel
makes the center a short-term position. Everyone has overhead grab handles.
The trunk is on the small side for the car's size, with a ski-passthrough
to the interior.

SAFETY: The 2014 Cadillac CTS Vsport has all of the required safety
features, of course. It also comes with all of the new-tech sensors and
radar cruise control, lane-departure warning, and such. It can go, so it
should stop -- and four-wheel antilock vented disc brakes with four-piston
Brembo calipers up front ensure that. Further active safety is enhanced by
its extreme roadholding and handling capabilities.

RIDE AND HANDLING: To less mass, 50/50 weight distribution, and a
carefully designed and calibrated fully-independent MacPherson strut /
five-link suspension add magnetorheological adaptive variable damping and
the result compares well to any sports-luxury, or serious sports-only,
sedan made today. Poseurs may complain that the Vsport has mere 18-inch
wheels instead of stylish 20s. Poseurs would be shown for what they are.
The 18s, shod with runflat Pirelli P-Zero rubber, are lighter than larger
wheels, and that means less unsprung weight. Traction will not be a
problem, unless it rains… which it did for the first days of my week.
They are dry-weather, high-performance tires, so take it easy. There are
multiple suspension modes with the Magnetic Ride Control system. Touring is
the default, and feels a bit flaccid. Snow/Ice lets you know that such
conditions are even less optimal Vsport habitat. Sport should be considered
the default. Yes, it's firm -- this is a sports sedan as much as a luxury
sedan, and it's serious about the sport part. So it's appropriately firm,
with perhaps a remap of steering and transmission response as well. It
responds best to assertive driving, don't be tentative. Track takes that to
the next level. For the most part, during dry weather I left it in Sport
and was thoroughly pleased. This is most definitely not a 1970
Eldorado!

PERFORMANCE: The Vsport's engine is based on the naturally-aspirated
3.6-liter V6, but uses one turbocharger per bank of cylinders, with a
maximum 15 psi of boost, to make 420 horsepower (at 5750 rpm), with 430
lb-ft of torque available from 3500 through 4500 rpm and not much less all
the way down to idle. Direct fuel injection allows high compression for
optimum efficiency, further enhanced by continuously-variable cam phasing.
It feeds on unleaded premium only. Obviously, it's anything but peaky, and
could probably do just fine in the USA at least with only third gear.
Cadillac's first eight-speed automatic transmission features low low gears
and overdrive seventh and eighth gears for quick acceleration and
reasonably efficient highway mileage. The highway this car is best-suited
to would be the German Autobahn, not speed-limited American highways…
It can be driven gently in traffic with no complaints, but seems much
happier when driven assertively. If this type of car is on your list,
you're likely not too concerned with mileage. The 17 mpg overall that I got
compares well with other high-performance machinery, and was better than
the 14 of the last CTS-V I tested.

CONCLUSIONS: With its new CTS Vsport, Cadillac has a car that is the
equal of any regular production sport-luxury sedan.